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- #41
that is a good idea Keith, I'm contemplating picking up one of these this year to try out.....
The new kitty !
- Thread starter rzrgade
- Start date
that is a good idea Keith, I'm contemplating picking up one of these this year to try out.....
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- #42
neilsleder
Active VIP Member
You might close your finger in the lid!
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Sent from my iPhone using Tapatalk
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- #44
the_real_wild1
Active VIP Member
I just looked at it and it takes an hour to get food hot.
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- #46
the_real_wild1
Active VIP Member
New cat has a huge dash. Maybe we can put in a microwave.
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- #48
the_real_wild1
Active VIP Member
maybe small tea fridge
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- #50
Will it hurt??
the_real_wild1
Active VIP Member
You can have a root beer fridge. Safety first!!
- Thread starter
- #52
rzrgade
Active VIP Member
Popo has built in BBQ on all 2016 / 17 models...
Friggin cat .
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Friggin cat .
Sent from my iPhone using Tapatalk
the_real_wild1
Active VIP Member
Here is a write up from the big dealer MLS down in the states. They are a very respected dealer down there. Quoted below from the wildcat board. Sounds like this is quite the machine.
OK guys. Like you, we were cautiously optimistic regarding Wildcat XX. We knew Cat had the talent and intellectual horsepower to knock our socks off, but like you, we have been disappointed before. So in short, we are blown away. Below we will try and detail why, but first we should qualify our comments with this: The machines displayed and driven at the dealer show were unfinished, pre-production versions. That means that not only can they change, they will. So we won't speculate on that, but will give you what we witnessed regarding these machines as well as info we gleaned from conversations with both the engineering staff and senior management. As always, we may have a little more info than we can share but if we don't keep confidences with the people who ask us to, we would lose access and more importantly, we wouldn't be who we ought to be. Also worthy of note is that while we took a ton of pics and video, we decided that releasing those may only cause confusion, as many components are still subject to change. We share this information as a service to loyal customers and die-hards like us, not in the hope of selling anything.
First of all, we love the current senior leadership team at AC. Unfortunately, we haven't always been able to say that. These are smart, passionate folks who know what they are doing. They are all relatively new (essentially all less than three years on the job - many less than that) and they are people of class and integrity. One of the things we love most about them is their absolute candor regarding past disappointments. They fully recognize that the launch of the 2012 Wildcat was premature and that quality was an issue. Even though these folks weren't in charge, we have all paid a dear price for those mistakes. If you are close to the Wildcat Program you also note that the X has gotten better every year since its launch and is a great machine now, with quality that exceeds its North American peer group. So these guys are quick to admit that mistakes were made in the past and they are quick to point out that those mistakes won't be repeated, even if it means more delays in final development. One of the Cat execs pointed out to us that the consumer (us) has been trained to expect a high performance side by side to fail with great regularity. As a former racer and hard core off roader I agree. I expect stock components to fail when subjected to how I use them. That is part of the game to me and something I expect. I think most experienced racers and hard core enthusiasts would agree. This gentlemen went on to note that they expect the XX platform to change that expectation. The goal of this machine is not just to compete performance-wise, but to set an all new standard of rugged durability and reliability from a high performance side by side. After seeing and experiencing it, we think we agree. We will break this down the component groups below:
Chassis:
Like the existing X, XX uses a true tube chassis: no square tube, no channel and darn sure no rivets lol. It is almost completely robotically welded and like X, it is rock solid. The cage appears to be the nicest, stoutest cage available on a side by side. It features intrusion bars, front and rear, radiused upper tubes (3) and it ties to the chassis literally as a true 10 point cage. There is nothing like it out there, short of a full custom/race build. That said, if you decide to change it, it does still bolt on, unlike some of the competition. The big evolution here is that the lower spar (tube where the lower A-Arms mount) is replaceable. Robby, like many other racers, understands that a part of racing is the occasional incident. In the event of an accident that may remove an A-Arm the hard way (ie ripping it out of its mounts), the entire lower spar is replaceable. This not only makes it easier to replace a front diff, it ensures that in a worst case scenario incident, you can fix a frame vs replacing it. The rear is the same. The engine and transaxle are supported from above by a cradle. The lower spar (section from just behind the seats back and up to the rear bumper) does not support a single suspension component or the engine/transaxle. It is a removable, replaceable component. So in a rear end collision, or rock damage scenario, again, it can be unbolted and replaced. By dropping the rear subframe the entire engine/transaxle assembly can be removed in much less time and with much less hassle than ever before. Also worthy of note is that the frame is built to support not only the factory 3 point belts, but it is also ready for a click six style retractable harness system or a traditional 4/5 point system with an integrated harness bar from the factory and in the perfect location for safe use. Center of gravity is still super low and the machine feel very planted despite fuel being relocated under the passenger seat. The chassis really represents the beauty of the platform as we expect it to be the basis of many future models that will be more specific to geography and riding styles, ie Dune Edition, Mud Pro, etc. There are concerns about how far back teh chassis seems to extend. Keep in mind though that this chassis is made for future variants and we are told that a turbo system seems to fit perfectly in that void. The large cargo bed will hold up to a 33" tire laid flat and it comes out in one piece by removing 4 wing nuts. Once out (takes about 20 seconds) you have easy access to the top end of the engine, the air filter, etc. Maintenance and serviceability will be new industry standards.
Cabin:
The cabin is awesome and built to literally accommodate anyone. One of the primary XX engineers is a big man, roughly 6' 8". The adjustable drivers seat allows him to sit very comfortably. Our 5'4" E-Commerce manager was able to get just as comfortable in it. For me at 6', it was the first side by side I have ever ridden where I didn't want the seat as far back as I could get it. Also, don't worry that the prototypes had existing Wildcat X seats in them. It gets its own all new seats soon enough and from what we've seen, they look awesome. The new gauge cluster is bigger, more clear, provides more info and looks like it was designed this millennium. If it seems there is a lot of empty space on the dash it is to enable new electronic accessories that we think you will love. A huge glove box and USB ports are other items that we think you will like. The passenger grab handle is reminiscent of C7 Corvette and is very comfortable. Combined with the one in the standard full door I can tell you from experience that they work well when you are rolling along on two wheels because your driver was doing her best Robby G. impersonation.
Suspension:
Dual A-Arms up front, front steer for durability and bump steer reduction, new knuckles, full floating micro stub style hubs (IF and its a big IF you can break one of these axles, you still can't lose a wheel), and the RG Pro swingarm rear setup are the highlights. It also features 2.5" body, dual rate Kings at all four corners. The shocks and geometry combine for an excellent low speed ride and amazing response/bottom out resistance at high speed. You may have noted that the standard 15" KMC wheels are extremely deep dished. This enables the use of super long A-Arms for its 64" track width, providing a class-leading 18" of travel at all four corners. Don't hang up on A-Arm design (low slung gull wing style) as we are told that will change to a straight lower for the production run. What you can hang up on is the beef in these arms. Bent A-arms will be a thing of the past, these things are STOUT. The same is true of the front knuckles. While the super adjustable heim setup won't likely make it to production the beef and a better-than-ball joints setup will. Expect some sort of sealed uni-ball style pivot. You can also expect the double shear tie rod end mounts to stick around, along with the massive tie rods and ends. If you haven't heard, our old nemesis, the rack slider is gone, replaced by a true rack and pinion that suspiciously resembles a Saco. Inputs from the wheel come via a shaft with heavy duty u-joints vs the old cable arrangement of X. We can tell you that steering effort is massively reduced from the standard Wildcat. Of course the brakes are also much improved in terms of quality, size and performance. Stouter mounts, calipers, rotors etc. It all looks like you would expect for a machine of this caliber.
Drive:
Wait til you guys see this front diff. We couldn't help but giggle when we did. Finally we have a front diff that looks like it was built for abuse. This thing is super beefy and keeps our true 4x4/Diff Lock capabilities intact. Both the front diff and transaxle are Team Units and all new for XX. If you have owned a RZR or have a buddy that has, you know that reverse chains are a big problem. XX is 100% gear to gear. No reverse chain. Also, no U-Joints in the driveshaft. Nothing to clank, bang or wear. Finally this new transaxle has a new design for park that will not lock you out on a hill. You will be able to disengage park as easily on a slope as you can on level ground. Now for the clutches. Our boy Alex has been talking about the size of these clutches for a while and he was't kidding. They are the new Team "Boss" clutches and they are massive. Additionally they are spaced farther apart and run a huge new belt. The increase in clutch diameter along with the increased space between will result in much lower belts temps. In the rare event you need to change one in the field though the cover is a tooless removal. If that makes it to production that will be awesome.
That's all we have time for at the moment but stay tuned for engine, ride review and overall thoughts.
OK guys. Like you, we were cautiously optimistic regarding Wildcat XX. We knew Cat had the talent and intellectual horsepower to knock our socks off, but like you, we have been disappointed before. So in short, we are blown away. Below we will try and detail why, but first we should qualify our comments with this: The machines displayed and driven at the dealer show were unfinished, pre-production versions. That means that not only can they change, they will. So we won't speculate on that, but will give you what we witnessed regarding these machines as well as info we gleaned from conversations with both the engineering staff and senior management. As always, we may have a little more info than we can share but if we don't keep confidences with the people who ask us to, we would lose access and more importantly, we wouldn't be who we ought to be. Also worthy of note is that while we took a ton of pics and video, we decided that releasing those may only cause confusion, as many components are still subject to change. We share this information as a service to loyal customers and die-hards like us, not in the hope of selling anything.
First of all, we love the current senior leadership team at AC. Unfortunately, we haven't always been able to say that. These are smart, passionate folks who know what they are doing. They are all relatively new (essentially all less than three years on the job - many less than that) and they are people of class and integrity. One of the things we love most about them is their absolute candor regarding past disappointments. They fully recognize that the launch of the 2012 Wildcat was premature and that quality was an issue. Even though these folks weren't in charge, we have all paid a dear price for those mistakes. If you are close to the Wildcat Program you also note that the X has gotten better every year since its launch and is a great machine now, with quality that exceeds its North American peer group. So these guys are quick to admit that mistakes were made in the past and they are quick to point out that those mistakes won't be repeated, even if it means more delays in final development. One of the Cat execs pointed out to us that the consumer (us) has been trained to expect a high performance side by side to fail with great regularity. As a former racer and hard core off roader I agree. I expect stock components to fail when subjected to how I use them. That is part of the game to me and something I expect. I think most experienced racers and hard core enthusiasts would agree. This gentlemen went on to note that they expect the XX platform to change that expectation. The goal of this machine is not just to compete performance-wise, but to set an all new standard of rugged durability and reliability from a high performance side by side. After seeing and experiencing it, we think we agree. We will break this down the component groups below:
Chassis:
Like the existing X, XX uses a true tube chassis: no square tube, no channel and darn sure no rivets lol. It is almost completely robotically welded and like X, it is rock solid. The cage appears to be the nicest, stoutest cage available on a side by side. It features intrusion bars, front and rear, radiused upper tubes (3) and it ties to the chassis literally as a true 10 point cage. There is nothing like it out there, short of a full custom/race build. That said, if you decide to change it, it does still bolt on, unlike some of the competition. The big evolution here is that the lower spar (tube where the lower A-Arms mount) is replaceable. Robby, like many other racers, understands that a part of racing is the occasional incident. In the event of an accident that may remove an A-Arm the hard way (ie ripping it out of its mounts), the entire lower spar is replaceable. This not only makes it easier to replace a front diff, it ensures that in a worst case scenario incident, you can fix a frame vs replacing it. The rear is the same. The engine and transaxle are supported from above by a cradle. The lower spar (section from just behind the seats back and up to the rear bumper) does not support a single suspension component or the engine/transaxle. It is a removable, replaceable component. So in a rear end collision, or rock damage scenario, again, it can be unbolted and replaced. By dropping the rear subframe the entire engine/transaxle assembly can be removed in much less time and with much less hassle than ever before. Also worthy of note is that the frame is built to support not only the factory 3 point belts, but it is also ready for a click six style retractable harness system or a traditional 4/5 point system with an integrated harness bar from the factory and in the perfect location for safe use. Center of gravity is still super low and the machine feel very planted despite fuel being relocated under the passenger seat. The chassis really represents the beauty of the platform as we expect it to be the basis of many future models that will be more specific to geography and riding styles, ie Dune Edition, Mud Pro, etc. There are concerns about how far back teh chassis seems to extend. Keep in mind though that this chassis is made for future variants and we are told that a turbo system seems to fit perfectly in that void. The large cargo bed will hold up to a 33" tire laid flat and it comes out in one piece by removing 4 wing nuts. Once out (takes about 20 seconds) you have easy access to the top end of the engine, the air filter, etc. Maintenance and serviceability will be new industry standards.
Cabin:
The cabin is awesome and built to literally accommodate anyone. One of the primary XX engineers is a big man, roughly 6' 8". The adjustable drivers seat allows him to sit very comfortably. Our 5'4" E-Commerce manager was able to get just as comfortable in it. For me at 6', it was the first side by side I have ever ridden where I didn't want the seat as far back as I could get it. Also, don't worry that the prototypes had existing Wildcat X seats in them. It gets its own all new seats soon enough and from what we've seen, they look awesome. The new gauge cluster is bigger, more clear, provides more info and looks like it was designed this millennium. If it seems there is a lot of empty space on the dash it is to enable new electronic accessories that we think you will love. A huge glove box and USB ports are other items that we think you will like. The passenger grab handle is reminiscent of C7 Corvette and is very comfortable. Combined with the one in the standard full door I can tell you from experience that they work well when you are rolling along on two wheels because your driver was doing her best Robby G. impersonation.
Suspension:
Dual A-Arms up front, front steer for durability and bump steer reduction, new knuckles, full floating micro stub style hubs (IF and its a big IF you can break one of these axles, you still can't lose a wheel), and the RG Pro swingarm rear setup are the highlights. It also features 2.5" body, dual rate Kings at all four corners. The shocks and geometry combine for an excellent low speed ride and amazing response/bottom out resistance at high speed. You may have noted that the standard 15" KMC wheels are extremely deep dished. This enables the use of super long A-Arms for its 64" track width, providing a class-leading 18" of travel at all four corners. Don't hang up on A-Arm design (low slung gull wing style) as we are told that will change to a straight lower for the production run. What you can hang up on is the beef in these arms. Bent A-arms will be a thing of the past, these things are STOUT. The same is true of the front knuckles. While the super adjustable heim setup won't likely make it to production the beef and a better-than-ball joints setup will. Expect some sort of sealed uni-ball style pivot. You can also expect the double shear tie rod end mounts to stick around, along with the massive tie rods and ends. If you haven't heard, our old nemesis, the rack slider is gone, replaced by a true rack and pinion that suspiciously resembles a Saco. Inputs from the wheel come via a shaft with heavy duty u-joints vs the old cable arrangement of X. We can tell you that steering effort is massively reduced from the standard Wildcat. Of course the brakes are also much improved in terms of quality, size and performance. Stouter mounts, calipers, rotors etc. It all looks like you would expect for a machine of this caliber.
Drive:
Wait til you guys see this front diff. We couldn't help but giggle when we did. Finally we have a front diff that looks like it was built for abuse. This thing is super beefy and keeps our true 4x4/Diff Lock capabilities intact. Both the front diff and transaxle are Team Units and all new for XX. If you have owned a RZR or have a buddy that has, you know that reverse chains are a big problem. XX is 100% gear to gear. No reverse chain. Also, no U-Joints in the driveshaft. Nothing to clank, bang or wear. Finally this new transaxle has a new design for park that will not lock you out on a hill. You will be able to disengage park as easily on a slope as you can on level ground. Now for the clutches. Our boy Alex has been talking about the size of these clutches for a while and he was't kidding. They are the new Team "Boss" clutches and they are massive. Additionally they are spaced farther apart and run a huge new belt. The increase in clutch diameter along with the increased space between will result in much lower belts temps. In the rare event you need to change one in the field though the cover is a tooless removal. If that makes it to production that will be awesome.
That's all we have time for at the moment but stay tuned for engine, ride review and overall thoughts.
Comes with an automative alternator, these SxS's are starting to get ridiculous. Looks like a very well designed machine glad to see cat back in for top contender. They already have the best "value" SxS IMO, Wildcat Trail and they might end up having the best all out dune buggy now.
the_real_wild1
Active VIP Member
That alternator will be an option.
- Moderator
- #56
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